Air brake



Sept. 2, 1924.

` H. F. BlczKEl.A ET AL AIR BRAKE Filed oct. 5 0, 1922 @niges 4 Sheets-Sheet, l

sfemu fom Boz [er reservo/' auf @6W whim@ @Natuur Sept. 2, 1924.

H. F. BICKEL ET AL Sept. 2', i924. y H. F. BICKEL ET AL AIR 'BRAKE Filed Oct. 30,

1922 4 Sheets-Sheet 5 innen *ou Sept. ,2. 1924. 1,506,808

" F. BICKEL ET AL AIR BRAKE Fued om, 5o. 1922 4 Sheets-sheet 4 Zi'gf f6 6/ 35 61H01 wma-S iatented Sept. 2, 1924.

UNITED STATES HENRY F. EICKEL,

WATER-TOWN, NEWT YORK. ASSIGNOSSL A CORPORATION OF NEW YORK.

0F ELANFIELD, NEW' JERSEY. AN BLYTHE J. MINNIER, 0F

TQ THE NEW YORK AIR BRAKE COMPANY,

AIR BRAKE.

Application filed October 30, 1922. Serial No. 597,967.

To @ZZ lwhomy t may concern:

Be it known that we, HENRY F. Bienen and BLYTHE J. MINNIER, citizens of the United States, residinof, respectively, at Plainfield, in the county of Union and State of New Jersey, and at lllatertown, in the county of Jefferson and State of New York? have invented certain new and useful lmprovenients in Air Brakes, of which the fol lowing is a specification.

This invention relates to apparatus for automatically controlling the brake releasing function of automatic air brake equipment.

The apparatus operates according to the method described and claimed in my prior application, Serial No. 573,828. filed July Y, 1922, and may be incorporated in standard automatic air brake systems of the type including auxiliary reservoirs and triple valves.

ln air brake systems of this type it is the practice to carry in the main reservoir a pressure higher than that maintained in the brake pipe. rlhis relativelyT high main res ervoir pressure offers a reserve of compressed air which is available to insure prompt movement of all the triple valves from application position, or from lap position, to release-and-recharge position. y

In order to permit the engineer to control the admission of main reservoir pressure to the brake pipe, the engineers brake valv is so constructed that it feeds air to the brake pipe at different rates in two different positions, one of which is known as release position and the other as crunning position. In release position', main reservoir air is fed7 without pressure reduction, from the main reservoir through the bra re valve to the brake pipe. and this position is used to release the brakes and start the recharge of the auxiliary reservoirs. In running position, the main reservoir is connected to the brake pipe through the engineers valve in such a way that a pressure reducing feed ifalve is interposed, and this valve operates to control the feed of air to the brake pipe, so that the desired brake pipe pressure is maintained but is not exceeded.

After a brake application has been made, the brakes are released by moving the en gneeifs brake valve first to release position and later to running position. The correct manipulation is to leave the valve in release position only long` enough to insure the movement of all triple valves to release-and-recharge position. If it is left in release position too long`l` the reservoirs and brake pipe near the front of the train will be charged to too high a pressure so that, when the valve is moved back to running position, an undesired reapplication of the brakes on the front portion of the train will occur.

The time necessary to effect the movement of all the triple valves to release position is dependent on the length of the train and the intensity of the preceding brake application. i. e.. on brake pipe volume and the reduction of brake pipe pressure, so that it requires the exercise of considerable discretion onthe part of the engineer to estimate the time that the engineers brake valve should be left in release position. This difliculty is greatly increased in modern equipment by the very long trains customarily used. The great variations in train length encountered require exercise of considerable forethought and judgment. while the use of exceedingly sensitive apparatus for the purpose of securinerapid serial application in long trains inrcreases the tendency for reapplications to occur.

rEhe present invention provides automatic means for limiting the duration of the release function of the engineers brake valve, i. e.` the unrestricted feed of main'reservoir air to the brake pipe, to correspond with the length. of the train and the intensity of the application which is to be released.

The invention is based on a recognition of the fact that the amount of air discharged through the equalizing discharge valve forming a part of the engineers brake valve is a function of the length of the train and of the intensity of the application which results from such discharge. The operation involves the measurement or approximate measurement of the air discharged through the equalizing discharge valve, and, during the ensuing release function, the automatic imposition` of a corresponding time limit on the feed of air at main reservoir pressure to the brake pipe `The simplest way of measuring the air discharged through' the equaliz'ing ldischarge "valve is to iinpou'nd this air or a proportional part thereof, under moderate pressure. through'fa restrictedport'in the release 1position of the engineers valve, and the duration of outflow of this air is used to deter mine the duration of free flow of airlfrom the inain reservoir to the `4brake pipe. I

The preferred manner-f modifying 'the existing air brake equipment ,to incorporate the present invention is to eliminate the pressurefeed'valve customarily used to feed air from the main reservoir to the brake pipein running position of the engineers valve, and to substitute(therefor a pressure controlling 'valve equipped with pressure controlled 'means 4for holding it out of action. This .pressure controlling valve is connected on its'iriletside with the main reservoir and on`its dischargeside both to the feed valve connection andtothe main reservoir connection of the engineer-sprake valve. `Consequently, the only communica,- tion 'from the main reservoir -to the engineers brake valve isfthrough vthis pressure controlling valve.

The equalizing discharge valve of the engineers brake valve is provided with a special discharge'fitting having` va restricted port leading tothe atmosphere, and between the equalizing` discharge 'valve and 'this restricted port 'a passage leads through a check valve to a small reservoir "which we call the brake pipe discharge reservoir?1 This 'reservoir is connectedhy a restricted port -or choke to aport in the seat of the rotary vvalve of the engineers brake valve and this .port is open'to atmosphere in the relea'seand Vrunning:positions of the en ineersbrake valve. This port may conven iently be, but is not necessarily, a port also contro-lling theholding pipe connect-ion used with Vthe so-ca'lled LfT (locomotive and tender) 'equipment Vand may be arranged to offer aretarded release of the ylocomotive lajnt'l-f'tender'brakes in releasepositionand a quick release thereof in running position.

rvThe brake pipe discharge reservoir is also connected to lthe pressure controlling); valve in su'h yinannerthat the existence of pressure in the reservoir so affects the pressure c'otrollin'gvalve .as tohold this valve -fully @een Y. Thus the reservoirischarged in service ap icatiions vtoapressure,dependent on the `gft/l1. ofthe train and the brake pipe pressure reduction. In release the air slowly escla esfth'rough the ,ports above .mentioned and until .it fhas 'esca-pedthe `pressure controlling',i valveis inoperative. Thetirne of such' escapevaries accordingfto the initial pressure inth'e reservoir andi/hence aproper time factor may be `imposed. on free flow lThis fair is 'thereafter ,released from the main'reservoir to the brake pipe, by lproperly 'proportionin'g l#the 'restricted escaped port or choke.

nth'e accompanying drawings is illustrated preferred Yforni ofapparatus `vembodying the invention.

Fig. f1 vis a genera-l view 'of 'the'equipmeut carried on a locomotive, showing the iinportant connections between the engineers brake valve, main reservoir, brake pipe, L. T. equipment and 'straight air valve.k

VFig. 2 is a sectional view showing, the engineens brake valve in release position and connected up with the special eXhau'st vfitting, Acheck valve, brake pipe 'discharge reservoir, choke port and .pressure controlling valve. vIn this viewthe engineers brake valve 'is notshown as lactually constructed, but is diagrammed in the conven tional manner Lfainiliarto those "skilled in the art.

Fig. 3 is a fragmentary view, 'similar-to Fig. 1, showing the engineers brake valve in running position. Y

Fig. l is a similar view showing theengineers brake valve in service position.

Fig. 5 'is a similar view showingthe engineers-brake valve in lap position. Y

Fig'. 6 is a sectional view, largely diagrammatic, showing the L. T. 'equipment in release position. y Air from the main reservo-ir is received through a pipe 11 and is delivered thereby to the inlet side of the pressure cont-rol `valve 12. This valve is of a forni familiar in'the art. lt is provided with a valve seat 13 and which is adjustahlebv means of'the'tlnead- Y ed plus;` l21. The valve 17 is urged 'inran` opening direction by the pressure fluid Ventering' throu'gh'the pipe l19 and .acting-.on-"the lower face of a diaphragm-22.

'(lonsequently, the lpressure in fthe pipe 18 acts through the pipe 19 againstthe lower face of thediaphragin 22.A This results in opening the valve 17 and admitt ingA pressure fluid to act on theupperrface of thepiston 161 thus urging the'valve 14 toward, its closed position. vented through a restricted orifice, indicated at 23and thedevice asa whole functions to maintain a substantially constantpressure in the pipe 18 and thispressure is 'de terinined by the adiustment of spring 2O by plug 21.y As stated. valves ofthis general type "are known to those skilled yin the art.

The space above 'theqpiston 1`6is In order to suspend the regulating function of the valve l2, a connection 24 is provided which serves to admit pressure fluid at certain times to act against the upper side of the diaphragm 22 and thus reinforce the action of the spring 20. At such times, the valve 17 is held closed and, since thei space above the piston 16 is vented, the valve member 14 remains in its upper position away from the seat 13. Consequently, the pressure reducing function of the pressure control valve l2 is suspended.

Pressure control valve l2, unlike the feed valve customarily used in air brake systems, controls the feed of air both to the main air connection and to the feed connection of the engineers brake valve. Consequently, the pipe 18 is connected to the main air connection 25 and to the feed valve connection 28 of the engineers brake valve 26.

Other ports visible in Fig. 2 are the warning port 29 which is open in release position, the brake pipe port 30, the equalizing cylinder port 31, exhaust port 32, pump governor port 33, the control reservoir port 34 and the holding pipe port 35.

In release position, the rotary valve 36, operated by the handle 37 establishes communication from the main air connection (i. e. from the space above the rotary valve) to the brake pipe and to the pump governor by means of the ports 27 and 38 at the same time the port 39 establishes a restricted connection between the holding pipe 35 and the exhaust port 32. Consequently, in this position the locomotive and tender brakes are undergoing a retarded release due to the escape of air from the holding pipe 35 to exhaust. This is incident to the operation of the L. T. equipment herein.- after more fully described in connection with Fig. 6.

The equalizing discharge piston and its cylinder are indicated generally at 40 and the equalizing discharge valve at 41. This valve is supplied with a special fitting formed with a lateral exhaust port 42 which is relatively restricted, and a second restricted connection 43 which leads to a check valve 44 and thence to a closed reservoir 45 which we call the brake pipe discharge reservoir. The equalizing reservoir is shown at 46 and is of usual construction. Leading from the brake pipe discharge reservoir, there is a direct connection by means of the pipe 47 to the pipe 24, which is connected as already described, to admit pressure fluid against the upper side of the diaphragm 22. The pipes 47 and 24 are both connected through a choke or restricted port 48 to the holding pipe 35.

In Fig. 3, which shows the device in running position, the feed valve connection and the brake pipe connection are placed in direct communication by means of the pOlt 49 in the rotary valve. At the same time the holding pipe 35 is placed in direct and free communication with the exhaust port 32 by means of the port 50 also formed in the rotary valve. l

ln Fig. 4, which shows the service position, the equalizing chamber is connected to exhaust by means of the port 5l in the rotary valve, while, in Fig. 5, which shows lap position, all ports are blanked. It should be observed in this connection that the valve structure above described departs from former standard practice to the extent that the port 39 provides for retarded release of the engine and tender brakes in release position, and the port 50 provides for quick release of the engine and tender brakes in running position. This arrangement makes it conveniently possible to vent the brake pipe discharge reservoir through the holding pipe 35.

The engineers valve has also a holding position and an emergency position, neithel` of which is illustrated and each of which conforms in structure and function with standard practice. They are not illustrated because neither directly affects they method here involved.

In Fig. l, we have shown the apparatus so far described as it appears when connected in an air brake system of conventional form, and we have indicated most of the standard apparatus forming part of the well known New York air brake system by means of legends. The parts illustrated in Figs. 2 to 5 inclusive are indicated by the reference numerals heretofore used so far as these parts are visible in Fig. l. The purpose of Fig'l is to indicate to those skilled in the art how the connections to the straight air brakes, the gages, the pump governor, the locomotive and tender equipment and the like are made. and, inasmuch as the installation conforms to standard practice, except as' is described in detail above, no detailed discussion of Fig. l appears necessary.

The L. T. equipment conforms to standard practice, but, in order that the various functions of the complete system may be fully explainedthe general structure of the L. T. equipment will now be described with reference to Fig. 6. This figure illustrates in conventional diagram the L. T. equipment constructed by the New York Air Brake Company. and familiar to those skilled in the art.

The triple piston is shown at the graduating stem at 56, the triple valve at 57.r the graduating valve at 53 and the auxiliary reservoir at 59. The brake pipe is connected at 60 so that the triple piston operates in the usual manner, under the influence of changes of pressure `in the brake pipe, to charge the auxiliary reservoir, to admit pressure from the auxiliary reservoir 59 against lthe rear face oftli'econtrol piston 6l,andtofexliaust suchlpressure fluid. The space beh-ind'the VControlzpiston 6l is increased in volume by the Control reservoir 62, connected therewith, and the controi piston V"acts to crea-te 1in the brake cylinder, and tomaintain in the-brake cylinder-,fthe pressure 'established behind theA control piston 61 by thefactiono'f the triple valve v57.

These functions it performs through the following instrumentalities. Thebrake cylinder is connected ate?) andthe fmain reservoirat 64, whil'e'G is -an exhaust port. The A'port L65^is controlled by `a slide valve 6G operated directly by the control piston. The `valve '67, normally held closed by main reservoir pressure, controls.' the flowof main reservoirair to the brake cylinder. In order to :facilitate the opening of -the valve. 67fand tof produce la: graduated opening, this valve is provided with a secondary valve 68 mounted `'within "the valve 67 and held closed by a spring 69. The stem ofthe valve '6B entends ybeyond fthe stem -of -vthe valve 67. Then the control piston 61 is forced inward, its stein first vstrikes and opens f the Vvalve 68 and vllthereafter engages and opens the valve 67 if themotion of the control Vpiston 6l be sufficient.

:The retarded releaseand holding lpipe is connected yto lthe exhaust yport I70 conn trolled by the triple valve 57 and hence places I4the release ofthe engine'and tender brakes under direct :control by the 'engineersibrake valve. `In -holding position the locomotive 'and tender brakes are Eretained, .while asalready explained a free release is `givenlin running Iposition and -a retarded release inf release position The 'controlpipe is Aconnected at I7-2 to the control reservoir and therelease of pressure through this pipe is `effected when desired by :means ofthe independent-release valve combined with thestraightair*brake valve as -ishusual The straightair lbrake valve may operate the engine brakes independently of the T. equipment, "the usual douhlecheck valve indicated at 7 3 inFig. 1

being usedtoallow the straight air equip-- n'ie'ntfand the automatic yequipment to operate -thesamevbrake cylinders without finterference witheach other. vThis arrangei ment is-familiarito thoserskilled inthe art.

The brake cylinder rvpressure is limited by the adjustment'of the safety valve 74.

What is claimed is Vl. The combination with anautoma-tic 'air brake system includinga main reservior, a brake pipe, an engineers valve anda pressure reducing Vfeed valve, Ithe yengineers valve serving to control theV discharge ofthe air from the* brakepipe, and the feed `valve and theengineers valveserving conjointly togcon'tr'ol feed of v`air-from themain reservoirto the brake'pipe ,alternatively with and without? pressure reduction gcffa-mech'anism operatively associated with said engineers valve and said feed valve and conditioned b-y the release of air from-theongineer-"s valve inapplying the'brak'es, Aand proportionately to the quantity of air lso released, Vto impose a corresponding time limit on the feed ofair without ',pressurevreductiontothe brake .pipe during the subsequent release of said application.

2. In an automaticair brake system, the combination "of an engineer-s brake valve and; a feed valve operatively associated with eachother to 'control'the feed of air from the main reservoir-tothe brake pipe at-two characteristically different pressures; and a mechanism'actuated bythe discharge offair from the brake pipe through the engineerefs brake valvewheniapplyingrithe brakes and serving during the lsucceeding Vreleasing function to limit the time Yduration of the high* pressure feedratev I 3, In an automatic air brake system, ,the combination of anrenlgineers llorake lvalveand a 'feed valve arranged to feed lairfto the brake pipe through the enginee r?s 1brake valve -at two ycharacteristically different rates; pressure operated means forpermitr ting said valves to Vfeed Yatpthe higher of said rates; means serving to accumulate progressively from the airdischarged v from thejengineers brake valve yduring its brake applying function, confined pressure fluid acting on saidf-pressureoperated means; and means controlled by ythe engineers brake valve yfor Tgradually releasing said: pressure fluid during the 'releasing Vfunctionof ftheengineers brake valve.-

4.Tl1'e combination of an engineersY brake valve including a valve for dischargin-gair from` the brake pipefto eect an application of the brakes and havingfafrestricted discharge `port rbeyond -'sa-id valve; 1

a reservoir connected between `said valve and said discharge port Awhereby -a portion of-the air'dischargedby said valveisconfined in 7 said v reservoir 'means controlled'pby said engineers brake valve in itslorake releasing jposition for gradually venting, air from vsaid reservoir; a feed valve operatively -associated with vsaid engineers brake valve-and serving in conjunction therewith to -feed'air to the brake pipe alternatively1 atrtvvoA pressures; and a Vmechanism condi-V tioned by the existence of `pressure in said reservoir to causefsuchfeed to occur at such. higher pressure.

v5.-'17he 'combination of an engineeris Y brake i valvehaving an equalizing `discharge valve `eprovided with :a restricted discharge port beyond said valve; a .reservoir connected fbetween f-fsaid `restricted discharge port vandfsaid equalizin discharge valve; means including a restrlcted port open in the brake release ,position ofthe l`,en, ;ineer"s.

brake valve for slowly venting air from said reservoir; a feed valve connected to feed pressure fluid at reduced pressure from a high pressure source to the brake pipe, under the control of the engineers brake Valve; and a mechanism subject to the pressure in said reservoir operatively connected with said feed valve and serving When sub` jected to substantial pressure to suspend the pressure reducing function of said feed valve.

6. The combination of an engineers brake valve of the equalizing discharge type provided with a restricted discharge port located beyond the equalizing discharge valve; a brake pipe discharge reservoir connected to said engineers brake valve at a point between said equalizing discharge valve and said restricted discharge port, a main reservoir; a pressure reducing feed valve serving to feed main reservoir air to the brake pipe in release and running positions of said engineers brake valve; mechanism subject to the pressure in said brake pipe discharge reservoir and serving when under substantial pressure to suspend the pressure reducing function of said feed valve; an automatic locomotive and tender brake equipment serving to apply the brakes by pressure fluid derived from the main reservoir and including a retarded release and holding connection -to the engineers brake valve; a restricted connection between said brake pipe discharge reservoir and said retarded release and holding pipe; and means including ports in the engineers brake valve serving to discharge air from said retarded release and holding pipe at a restricted rate, in the re lea-se position of the engineers brake valve, and at a higher rate in the running position of the engineers brake valve.

7. ln an automatic air brake system, the combination of an engineers brake valve including a valve for discharging air from the brake pipe to effect an application of the. brakes, and having a restricted discharge port beyond said valve; a reservoir connected between said valve and said discharge port, whereby a part of the air discharged by said valve is conned in said reservoir; means controlled by said engineerls brake valve in its brake releasing position for gradually venting air from said reservoir; a valve controlling the feed of air to the brake pipe; a valve actu ating piston connected to move said valve in a closing direction When said piston is under pressure; and a valveA structure including a spring and an abutment, the valve being' arranged to be urged closed by the spring and by pressure in said reservoir acting on said abutment, and urged open by pressure in said brake pipe acting on said abutment, said valve, When open, serving to admit pressure fluid to act on said feed valve actuating piston.

n testimony whereof We have signed our names to this specification.

HENRY F. BICKEL. BLYTHE J. MINNIER. 

